Reversing mechanism



Sept. 1, 1936.

w. .1. PEAzMAxN REVVERSING MECHANISM Filed April 16, 1934 5 Sheets-Sheet l INVENTOR,

ATTORNEYS.

Sept. l, 1936. w. J. PEARMAIN 2,052,651

' REVERSING MECHANISM Filed April 16, 1954 5 sheets-sheet 2 Sept. 1, 1936. w. J. PEARMAIN 2,052,651

REVERSNG MECHANISM Filed April 1e, 1954 5 sheets-sheet s N1 a g C O O 0 .Nk bm@ O @K c u: G Mm Km@ G O 19@ \b @Nm N m@ N 1 Q @l ATTORNEYS.

Sept. l, 1936. w. J. PEARMAIN l 2,052,651

` REVERSING MECHANISM Filed April.16, 1934 5 Sheets-'Sheet 4 5. ATTORNEYS.

Sept l, 1936- w. J. PEARMAIN 2,052,651

REVERSING MECHANISM Filed April 16, 1954 5 Sheets-Sheet 5 25 J0 ZA? ,ewan/m M* ATTORNEYS.

` atented Sept. l, 193316 STATES PATENT DFFICE BEVERSING MECHANISM Application April 16, 1934, Serial No. 720,677

6 Claims. (Cl. 'I4-377) My invention relates to a reversing mechavnism provided with an improved clutch device for' effecting a transmission of poweri between driving and driven shafts and is more particularly concerned with providing a mechanism of this character for marine service.

In marine power installations, particularly those employing internal combustion engines, it is necessary to step down the revolution speed 10 of the engine to a point that is satisfactory for the eicient operation of the propeller. Ordinarily, this reduction is eected through a suitable arrangement of gearing which includes a reversing device. The reduction features of this invention,`however, may be omitted wherever desired, as it simply constitutes an ancillary phase of my improved device.

The present application is a continuation in part of my copending application for a reverse and reduction mechanism, Serial No. 707,093, iiled January 18, 1934, and differs therefrom as a matter of disclosure in a reduction in the num- `ber of bearings employed to transmit the thrust of the mechanism. The original application is,

more particularly concerned with the control feature of the mechanism, including the application of spring pressure to the clutches, while the lpresent application relates to the arrangement of the component gears, clutches and thrust bearings. Y

One object of my invention is to devise a mechanism which incorporates direct and reverse driving gears whose selection'is determined by'the operation of disc clutches, one each for the direct and reverse drives, and which are spring-loaded and locked in their respective driving positions by the operation of throwing them into engagement, each clutch being free to assume positions out of engagement when in non-driving 40 position.

A further object is to devise a mechanism as set forth above which employs a pair of multiple disc clutches, one set of discs for each clutch being carried by a shiftable member common to both clutches, and this member being positively driven by the main power source.

AA further object is to devise a reverse and reduction mechanism employing a pair of shafts, one of which is driven by the main power source and has keyed thereto the aforesaid shiftable member in addition to a pair of freely rotatable gears located on opposite sides of the member, and the other shaft has a pair of gears keyed thereto, one of the keyed gears meshing with one ofthe freely rotatable gears and the remain- .ing gears separately meshing with an internal gear connected to the driven shaft.

A further object is to devise a mechanism of the character indicated in which a single thrust bearing is employed by the direct and reverse 5 driving gears, respectively, in conjunction with a thrust bearing common to both clutches to transmit the drive through the mechanism.

A` further object is to devise a mechanism controlled by twin clutches in which the gear thrust 10 bearings encircle hubs connected to the gears and are mounted in cages forming a part of the enclosing housing and preferably located betwee the associated gear and clutch. M

These and further objects of my invention 15 will be set forth in the following specification, reference being had to the accompanying drawings, and the novel means by which said objects are eiectuated will be deflnitely pointed out in the claims.

In the drawings:

'Figure 1 is a sectional elevation of my improved mechanism as viewed algng the line I--I in Fig. 4, looking in the direction of the arrows.

Fig. 2 is a section along the line 2 2 in Fig. 1, 26 looking in the direction of the arrows, and showing the relation of the shifting arms to the clutch devices.

Fig. 3 is a section along the line 3--3 in Fig. 1, looking in the direction of the arrows. and show- 30 ing the relation ofthe internal gear on the driven shaft to the direct and reverse gears forming part of the principal mechanism.

Fig. 4 is an end view, partly in section, of my improved mechanism, looking in the direction of 35 the arrow 4 in Fig. 1.

Fig. 5 is an enlarged view of the operating device for the mechanism, as viewed in the direction of the arrow 5 in Fig. 4.

Fig. 6 is an enlarged sectional view of the 40 clutch portion of the mechanism, as viewed in Flg. 1, the two clutches being shown in neutral position.

Fig. 7 is a view similar to Fig. 6, but showing the direct drive clutch in engagement and the 45 manner in which the same is held in this position.

Referring to Fig. 1, the numeral I0 designates a shaft which may be considered as the main power source and which has a flywheel Il at- 50 tached to the end thereof. The flywheel is internally bored from the right face thereof, as viewed in Fig. 1, and within this bore, there is located a spider or disk I2 which is bolted to the flywheel and is also xed to one end of a shaft 55 I3 that `will be regarded as the driving shaft of the mechanism. The shaft I3 extends across the interior of a housing I 4 and it is intermediately provided with an enlarged, splined portion I5 5 (see Fig. 6) which has fitted thereon a pair of drums I 6 and I1 whose open ends face in opposite directions. These drums are fastened together by screws I8 in order to provide a common, shiftable member which is adapted for axial` move- 10 ment along the portion I5, but partakes of the hub 2l.

24 (see Fig. 1) that i fastened to a driven shaft "which projectsA w thout the housing I4 and may be suitably connected to a propeller or other type of shaft. As shown in Fig. 1, the pinion 23 is disposed above, or to one side of, the axis of 25 the shaft 25, thereby providing space for an additional pinion to transmit a reversing drive to the shaft 25, as hereinafter described.

A thrust bearing i6-encircles the hub 2i with its inner race located in a channel 21 defined by a shoulder 28 formed on the hub 2l and a shoulder 29 formed on the gear 23. The outer race ofthe same bearing is iixedly retained within a cage 30' that is provided on a web 3| that extends upwardly from the bottom of the housing I4. The bearing 26, not only resists a portion of the thrust-of the mechanism during direct drive, but it also operates as a support vfor the right end of the driving shaft I3. y

The drum I1 also supports a plurality of fric- 40 tion discs 32 which are arranged in alternating relation to a plurality of friction discs 33 that are carried by a hub 34 and these last named discs constitute the reversing clutch of the mechanism. As with the direct drive clutch, the hub 45 34 is freely rotatable upon a bearing sleeve 35 that is mounted on that portion of the shaft I3 to the left of the enlarged portion I5 (see Fig. 6) and it is also fixedly connected to a pinion 36.

A thrust bearing 31, similar to the bearing 26,

50 has its inner-race located in an annular channel 38 formed around the hub 34 and defined by a shoulder 33 on the hub and also by a shoulder 40 formed on the gear 36. The outer race of the lsame bearing is fixedly retained within a cage 55 4I forming a part of a web 42 which extends upwardly from the bottom of the housing I4. The bearing 31 serves as a support for the left end fof the driving shaft I3.

The pinion 36.is in constant mesh with a gear 30 43 xedly attached to one end of a countershaft 44 that is rotatably mounted in bearings 45 and 46 that are carried in the webs 42 and 3|, respectively. The opposite end of the shaf't`44 has iixedly connected theretov a gear 41 that is in 65 permanent mesh with the internal 'gear 24 and 75 apair ot laterally extending trunnions 5.10 which project from opposite sides thereof (see Fig. 2). A pair of arms 5I are pivotally mounted on the trunnions 5D, respectively, and the lower end of each arm is pivotally supported upon a pin 52 that is carried by the housing I4. The upper ends of the arms 5I are pivotally connected to stub arms 53, respectively, which project laterally in opposite directions from a block 54 (see Figs. 2 and 6) whose movements to and fro, as hereinafter described, effect a rocking of the arms 5I on their respective pivots to thereby throw either of the aforesaid clutches into engagement. In the relative positions shown in Fig. 6, these clutches occupy neutral or non-driving positions.

A bar 55 (see Fig. 7) is slidably mounted in the mock si with 'its ends projecting on opposite sides thereof, the central portion of the bar being enlarged as at 56 to thereby form a pair of annular shoulders 51 with the reduced extremities of the bar. The left end of the bar, as viewed in Fig. 7, has mounted thereon a nut 58, while the opposite end of the bar has attached thereto a block 53. A coil spring 68 encircles the bar between the nut 58 and a washer 6I which, in the position shown in Fig. 6 is seated both against the left face `of the block 54 and the left shoulder 51. A similar coil spring 62 encircles the bar `between the block 53 and a like washer 6I which is seated against the right face of the block 54..

These springs are of equal strength The block 59 is pivotally mounted upon an eccentric pin 63 that forms part of a rock shaft 64 (see Fig. 4) which extends through the casing I4 and has attached to the outer end thereof a gear 65. This gear meshes with a sector gear 66 that is provided with a band 61 clamped to an operating shaft 68. The latter shaft is rotatably mounted in the housing I4 and is provided with two exposed extremities 63 that are located on opposite sides of the vertical center line of the housing, as viewed in Fig. 4. The operating handle for the mechanism may therefore be disposed in the most convenient position, depending upon the environment. Oifset from the sector gear 66 and integrally formed therewith are a pair of stops 10 and 1I which are located on opposite sides of the shaft 64 and which are intended to engage, as hereinafter described, with a reduced portion 12 of the shaft 64 that'projects beyond the gear 65.

The operation of my improved reversing mechanism will now be described. Referring to Figs. v

1 and 6, it will be assumed that the shaft I Il is rotating at some determined speed, whichrotation is in turn transmitted to the driving shaft I3 by the spider I2, and that the shifting arms 5I occupy the neutral positions shown in Fig. 6. Inv this position of the indicated parts, it will be n oted that. while the clutch drums I6 and I1 are rotating with the shaftIS, the shifting arms and the p'arts which operate the same permitv this rotation by reason of the association of the `yoke 49 with the outer race of the ball bearing 48.

If now it is decided to transmit a direct or forward drive to the drivenishaft 25, the operating /shaft 68 will be rocked in a counter-clockwise direction, as viewed in Fig. 6 to thereby impart amovement of the eccentric pin 63 in-a clock- 60, it may be noted from Fig. '7 that the spring 62 gagement with the discs 20. 'Ihe limit of movement of the eccentric pin 63 is determined by the engagement of the stop ll) with the shaft portion 12 and, at this time, the eccentric pin will be slightly below the line joining the centers of the shaft 6B and the stub arms 53, thereby'locking the spring 60 in its compressed position' against its otherwise tendency to. release and insuring that the pressure of the spring will maintain the aforesaid friction discs in engagement.

During the foregoing compression of the spring :and then to the driven shaft 25.

If now it is desired to reverse the drive through the mechanism, the operating shaft 68 will be rocked in a clockwise direction to thereby shift the eccentric pin l2 above and to the opposite side of the shaft 6d from that illustrated in Fig. 7. During this movement, the compression of the spring @il will be released, and a spring 62 will be compressed, and the limit of this movement will be determined by the engagement of the stop lll with the shaft portion l2. With the left hand clutch in engagement, the right hand clutch is thereby thrown out of engagement, thus leaving the pinion 23 to rotate freely on the shaft sleeve 22, and the drive from the shaft ill will then occur through the following parts, the ywheel ii, spider i2, driving shaft it, left hand clutch comprising the discs 32 and 33, pinion 3S, gear 63, countershaft tl, and pinion t? to the internal gear 2d and then to the driven shaft 25.

The foregoing mechanism may be embodied in an arrangement that is quite compact and in which the loading springs for the clutch are compressed by the` operation of throwing the clutches into engagement, the springs thereafter being held against their own tendency to release. Further, because the respective clutches are engaged by the simple operation of loading the respective springs which in turn are always under the control of the`operator, the clutches may be thrown into engagement free of any tendency to grap or jerk. Also, the clutches being spring-loaded, will automatically compensate for any slight wear that may take place in operation.

'I'he driving shaft i3 of the mechanism is not only supported in the housing I by the bearings 2t and 3l, but these bearings, in conjunction with the bearing t8, also serve to take the thrust of the mechanism during direct and reverse drives, respectively. This arrangement, therefore, represents an advance over the comparable structure shown in the foregoing application because of the substantial halving of the number of bearings required. Moreover, the use of ball bearings to take the thrust entirely eliminates any necessity for rotating, clutch operating mechanism which is a further reason for the compactness of construction. The mechanism. above described is not restricted to the use of multiple disc clutches, but is also obviously capable of adaptation to cone and single plate clutches and other types.

I claim:

1. In reversing mechanism, the combination of a housing, a driving shaft mounted in the housing and adapted for connection to a power source, a driven shaft, a gear fixed to the driven shaft, and means for operating the driven shaft in opposite directions comprising a pair of gears freely rotatable on the drivingshaft, one of which is in constant mesh with the driven shaft gear, a thrust bearing engaging each of the freely rotatable gears, respectively, and mounted in the housing, a counter shaft, a pair lof gears fixed on the counter shaft, one of which meshes with the other of the freely rotatable gears and the other with the driven shaft gear, a member shiftabie on and rotatable with the driving shaft between the freely rotatable gears, a third thrust bearing engaging the member. a pair offclutches connecting the member with the freely rotatable gears, respectively, -and means for shifting the member to engage either of the clutches, the third thrust bearing coacting with the other thrust bearings, respectively, to take all thrust loads during direct and reverse drives, respectively, whereby not more than two bearings are subjected to thrust in either direction.

2. In reversing mechanism, the combination of a housing, a driving shaft supported in the housing and adapted for connection to a power source, a driven shaft, a gear fixed to the driven shaft, and means for operating the driven shaft in opposite directions comprising a pair of gears freely rotatable on the driving shaft, one of which is in constant mesh with the driven shaft gear, a counter shaft, a pair of gears fixed on the counter shaft, one of which meshes with the other of the freely rotatable .gears and the other with the driven shaft gear, a member shiftabie on and rotatable with the driving shaft between the freely rotatable gears. a thrust bearing engaging the member and supported in the housing, a pair of spring-loaded clutches connecting the member with the freely rotatable gears, respectively, a thrust bearing engaging each of the freely rotatable gears, respectively, between the gears and associated clutches, respectively, each of the lastnamed bearings being `mounted in the housing, and means for shifting the member to engage either of the clutches, the first named thrust bearing coacting with the other thrust bearings, respectively, to take all thrust loads during direct and reverse drives, respectively, whereby not more than two bearings are subjected to thrust in either direction.

3. In revering mechanism, the combination of a housing, a driving shaft adapted for connection to a power source, a driven shaft, a gear fixed to the driven shaft, and means for operating the driven shaft in opposite directions comprising a pair of gears freely rotatable on the driving shaft, one of which is in constant mesh with the driven shaft gear, friction discs connected for rotation with each of the freely rotatable gears, a counter shaft, a pair of gears fixed on the counter shaft, one of which meshes with the other of the freely rotatable gears and the other with the driven shaft fgear, a casing shiftabie on and rotatable with the driving shaft between the freely rotatable gears, two sets of friction discs carried by `the casing adapted to cooperate with the first-named friction discs, re-

spectivelyV/,the cooperating discs constituting a..-.

pair of clutches, means for shifting the casing to engage either of the clutches. cages formed in the housing encircling the hubs of each of the freely rotatable gears and casing between the sets of discs, respectively, and thrust bearaoeacer ings mounted in each of the cages and engaging the associated hubs and casing.

4. In reversing mechanism, the combination.

of a driving shaft adapted for connection to a power source, a driven shaft, a Vgear xed to the driven shaft, means for operating the driven shaft in opposite directions comprising a pair of gears freely rotatable on the driving shaft, one of which is in vconstant mesh with the driven shaft gear, a counter shaft, a pair of gears xed on the counter shaft, one of which meshes with the other of the freely rotatable gears and the other with the driven shaft gear, a member 'shiftable between the freely rotatable gears, a pair of clutches connecting the member with the freely rotatable gears, respectively, and means for shiftgear, a thrust bearing engaging each of the freely rotatable gears, respectively, and mounted in the housing, a counter shaft, a pair of gears xed on the counter shaft, one of which meshes which is in constant mesh with the driven shaft with the other of the freely rotatable gears and the other with the driven shaft gear, a member shiftable on and rotatable with the driving shaft,

. a third thrust bearing engaging the member and shiftable therewith, a pair of clutches connecting the member with the freely rotatable gears, respectively, and meansffor shifting the member to engage either of the clutches, the third thrust bearing coacting with the other thrust bearings, respectively, to take allv thrust loads during direct and reverse drives, respectively, whereby not more than twol bearings are subjected to thrust in either direction.

6. In reversing mechanism, the combination of a driving shaft adapted for connection to a power source, a driven shaft, a gear fixed to the driven shaft, means for operating the driven shaft in opposite directions comprising a pair of gears freely rotatable on the driving shaft, one of which is in consta-nt mesh with the driven shaft gear, a counter shaft, a pair of gears fixed on the counter shaft, one of which meshes with the other of the freely rotatable gears and the other with the driven shaft gear, a shiftable member, a pair of clutches connecting the member with the freely rotatable gears, respectively,l and means for shifting the member to engage either of the clutches. A

^ WILLIAM J. PEARMAIN. 

